LDSOPS3

Level-D Simulations Autopilot Guide 1

LEVEL-D OPS 3
Aut opilot Guide ~ Push, r ot at e, dial & r epeat !
CONVENTIONS used in t his Guide
This guide will use the AFDS (MCP) panel, and the EADI and EHSI CRTs in the following conguration to explain
the autopilot modes and the EADI FMA annunciations.
1. Numbered step-by-step instructions will
appear here and will correspond to the
numbered hands, eyes and arrows on
the panels/displays.
NOTE that the unlike instructions
in previous guides, the numbered
sequential order may continue across
multiple pages until explanation of the
AFDS mode has been completed.
ATC commands and LDS003 pilots response will appear in this text box...
4 4 4
| ENGAGED MODE |
TWISTED LOGIC
Welcome to the third installment of the Level-D OPS Guide. Time to stare down the Autopilot. Dont blink!
Before diving in and pressing buttons, there are some setup considerations. This information in
this guide is valid for the FS9 version of the 767 (90% of it, anyway), but the included situation
les in the LDSOPS3.zip are 767 for FSX compatible only.
When work began on this document I was condent that I would be able to
nish in a month or so. No big deal. Simple: bang it out, knock it down.
Much to my surprise, the autopilot guide morphed into a project that offered
the reader more choices than a Choose Your Own Adventure* book.
I have included concise (and hopefully correct) directions to complete each
section of the guide. Not all procedures or systems descriptions are covered.
This autopilot guide has been designed to enhance and not replace the
operating manual. Confused? Got a question? Open the PDF manual and
use the search option to nd what you are looking for!
A caveat: take little bites of this guide; pause the simulator if you get
confused; and - above all - practise practise practise! And, nally, dont be
afraid to restart the simulator and start all over again!
Special thanks to the LDS767 beta team members (you know who you are)
and forum members hodge01, Check Airman, marty, BoeingDriver, and
johntren for taking the time to test-run this document prior to its release!
*The Choose Your Own Adventure series was one of the most popular childrens series of
all time, with over 250 million books in print in at least 38 languages. The series has been
noted in old and recent press for its unusual deance of gendered writing for children (due
to its second-person narration) and for its appeal with reluctant readers. The series has
been used in classrooms from elementary school to college.
NOTE that Pause on task switch
is disabled.
NOTE that Hybrid (feet, milibars)
is enabled for International Unit
of Measure. This means KGS
(kilograms), rather than LBS
(pounds), is the unit of measure
used throughout.
NOTE that Display indicated
airspeed is enabled.
IMPORTANT (Not depicted)
AI TRAFFIC... If you have the FSX
AI trafc enabled, turn it OFF!
FSX-SP2 Set up
You dont need the FSX-SP2, but... there
is no earthly reason - other than having
add-ons that dont work with it - why you
shouldnt have it installed.
FSX-SP1 USERS If you are still running
the FSX-SP1, the developers have
created a 767-SP2a update that will run
with FSX-SP1. It should be available by
the time this guide is available. See the
Level-D forum for details.
LDS OPS 3 Autopilot Guide Version 1.0. April, 2008.

Copyright 2008 Level-D Simulations & Daryl Shuttleworth.
All rights reserved. This document is for the use of registered owners of Level-D Simulations products.
Duplication and/or distribution of this publication is prohibited.
LEVEL-D 767 for FSX SP2a Set up
NOTE the preferences used to
create this guide. These settings
are based on user-preference
(in other words, my personal my my
preferences).
Enable or disable F/O handles
aps as you see t.
TIP Users can record their own
customized sounds to add to the
Captain, F/O and crew voices.
See the manual for more details.
NOTE the realism settings used to
create this guide. These settings
are recommended to complete
the guide. In other words, use the
settings depicted if you want the
pictures to match your simulator!
NOTE that - as this guide is created
for new users - the advanced IRS
features have been disabled.
NOTE FMC tunes ILS is enabled.
The 767-SP2a (1.4.2a) for FSX is the
current version of the simulator.
FSX-SP1 USERS If you are still running
the FSX-SP1, the developers have
created a 767-SP2a update that will run
with FSX-SP1. It should be available by
the time this guide is available. See the
Level-D forum for details.

FSX FREE FLIGHT & LOAD FLIGHT
From the FSX Free Flight
menu, choose LOAD...
Choose the KJFK-LFPG
AFDS Guide le...
Click FLY NOW!
After FSX and the KJFK-LFPG AFDS Guide le loads, the 2D panel view of the 767 should display. The aircraft
is level at FL320, congured with VNAV, LNAV & C CMD engaged. The message Please wait while engines are
starting... will display in the upper left corner of the panel. Wait for the engines to stabilize. Once the systems
stabilize, you can begin the process of understanding the 767-300ERs autopilot.
Please wait while engines ar e st ar t ing ...
WEATHER ANYONE?
Real-world weather was not used during the creation of this guide. Weather is not static, and situation les tend to get confused
if the saved weather differs from the current weather. If you would like to use real-world weather when executing this guide, start
the weather program after loading the included situation les.

AFDS (Aut opilot Flight Dir ect or Syst em)
The MCP is located in the center of the main panel and provides for complete control over the Autoight
System. Light bars in each button illuminate to indicate a requested mode. NOTE the colour-coded areas
denoting respective AFDS controls for the Flight Director, Autothrottle, Vertical, Lateral, Altitude and
Autopilot Engage buttons and Autopilot Disengage bar.
Flight Director
Autothrottle Controls
Vertical Mode Controls
Lateral Mode Controls
Altitude Hold Modes
Autopilot Engage Modes
Autopilot Disengage Bar
EADI (Elect r onic At t it ude Dir ect ion Indicat or )
The EADI is the top screen in the instrument panel cluster. The EADI displays the following information:
Attitude indicator, Flight Director, Localizer, Glideslope, and AFDS ight mode annunciations (FMA). It
also contains other data such as ground speed, radio altitude, and a decision height display.
EADI SETUP The EADI display comes in two congurations (Standard and Speedtape) and can be
selected from the Add-ons> B767 Specic> Realism and carrier options> Carrier options> menu. The
EADI depicted throughout this guide is the Speedtape EADI. The EADIs can also be congured with the
single cue (bat wing) ight director or the double cue (crosshair) ight director (as depicted throughout
this guide) via the Carrier options menu.
AUTOMATIC FLIGHT
EADI Flight Mode Annunciations (FMA)
Autothrottle | Vertical (pitch) | Lateral (roll) | Status
A/T
SPD
FL CH
THR HOLD
IDLE
GA
N1
VERTICAL
VNAV
G/S
FLARE
TO
SPD
ALT CAP
ALT HOLD
VNAV SPD
VNAV PTH
V/S
G/S
FLARE
GA
LATERAL
LNAV
LOC
APP
BCRS
ROLL OUT
TO
HDG HOLD
HDG SEL
LNAV
LOC
APP
BCRS
ROLL OUT
GA
STATUS
FD
CMD
= ARMED = ENGAGED
LNAV, VNAV, C CMD... cup of coffee, please!
LNAV, VNAV, and C CMD modes are normally engaged at cruise altitude, following the programmed FMC route. We
wont spend a lot of time covering LNAV and VNAV, as they are (for the most part) self-explanatory. If youve done
the job of setting up the FMC properly, the aircraft ies itself with VNAV, LNAV & C CMD engaged. In the real-world
the ight crew of the 767 have LNAV, VNAV and C CMD (the centre command button, not the left or the right ones)
engaged. Theres not a lot of mucking around with the AFDS at cruise, because the FMC programmed route is doing
the job. If the FMC is set up properly, no need to futz with the AFDS... just do what a real-world 763 pilot said he does:
Engage VNAV, LNAV & C CMD and then ring the F/As and request a cup of coffee!
TECHICALLY SPEAKING
Automatic control of the aircrafts
ight path from takeoff to landing is
possible with the use of the following
systems: Flight Control Computers
(FCC), Autopilot Flight Director
System (AFDS), Autothrottle, AFDS
Mode Control Panel (MCP), and the
Flight Management Computer (FMC).
The FCCs provide the source
information for the AFDS. The
AFDS provides pitch and roll ight
commands to the pilot and the
autopilot via the ight director. The
autothrottle handles the automatic
application of power for each phase of
ight. The AFDS MCP located in the
center of the main panel provides for
control of the Autoight system. The
FMC provides for complete control
over route navigation and power
settings for climb, cruise and descent.
Wher e ar e we? Wher e we going?
If the situation le loaded correctly... Our exploration of the
autopilot begins high above Sydney, Nova Scotia (YQY) - make
sure you wave Hi to Mike Murphy, beat cop and beta tester as
you pass by - on a transatlantic journey from New York to Paris.
The aircraft is currently tracking the FMC programmed route
between the BRADD and the YYT waypoints. The autopilot is set
with VNAV, LNAV and C CMD engaged (the centre one, not left or
right, right?).
If the simulator makes it to the YYT waypoint (380 nm to the north)
during the course of completing this guide, tip the wings or ush
the loo to Wade Chafe - one of the principal Level-D Simulations
developers - who lives down in St. Johns (near the YYT VOR) .
SAVE & PAUSE
Several diligent LDS767 pilots proofed this guide and suggested...
1. SAVE SITUATION FILES after the completion of each section.
2. PAUSE THE SIMULATOR and read the directions before completing each page.
Heed their suggestions or meet the wrath of an unruly simulator!
PART ONE ~ LATERAL (ROLL) MODES
The aircraft is cruising along at FL320 (32,000) on a heading of 085 with VNAV, LNAV and C CMD engaged. In a nut-
shell, that means that the aircrafts vertical and lateral modes are being managed by the programmed FMC route with
the centre command autopilot engaged.
1. Dial 100 in the heading select window
(HDG). You can mouse-click or
use the mouse roller ball inside the
window to set the heading value.
NOTE the EHSI displays the heading
line denoting the selected 100
heading. The aircraft does not turn.
The EADIs FMA annunciates LNAV
mode is engaged.
TECHNICALLY SPEAKING Use of the Lateral Navigation (LNAV) mode is dependant on FMC route programming (discussed in the FMC sec-
tion of the manual) and is selected by pressing the LNAV button on the MCP. LNAV is annunciated on the EADI in white when armed and green
when engaged. The armed mode occurs when LNAV is selected and the aircraft is not on the FMC programmed route. When armed, the AFDS
remains in the current lateral mode until LNAV is engaged. The engaged mode occurs when the aircraft encounters and/or is following the FMC
programmed route. When LNAV is engaged, aircraft heading is automatically controlled to follow the FMC programmed route.
TECHNICALLY SPEAKING The Heading Select (HDG SEL) mode is selected by pressing on the SEL knob below the heading window on
the MCP. HDG SEL is annunciated in green on the EADI when engaged. When selected, the aircraft is commanded to y toward the heading
displayed in the heading window. This heading is set by rotating the SEL knob. The aircraft will continue to y toward any heading selected in the
heading window while in HDG SEL mode.
2. Press the HDG SEL (heading selector)
knob. The LNAV light will extinguish.
3. NOTE that the aircraft begins to turn
to the selected heading and HDG SEL
displays in the FMA.
NOTE that HDG SEL (caged) appears
for approximately 5 seconds.
NOTE on the EHSI that the FMC
programmed route (solid magenta line)
is not affected by the mode change.
LDS003, turn right, heading 100, for traffic. Hmmm. Thats odd. Traffic at 320? Right turn, 100, LDS003. Hmmm. Thats odd. Traffic at 320? Hmmm. Thats odd. Traffic at 320?
4
4
| HDG SEL | 100
HDG SEL GOTCHA! Real life testimony from the arm-chair pilot
I screwed up royally during a departure out of Boston one night. I was getting vectors from ATC, on a heading of 100
with VNAV and HDG SEL engaged. The aircraft was climbing though 4000 for 11000. Because trafc was heavy, ATC
told me to execute a right turn to 180 through 7000. Well, guess what? I immediately started dialling 180 into the HDG
window. Ooops! I had HDG SEL engaged and the aircraft made the 80 turn through 4500 right into descending trafc! I should
have had HDG HOLD engaged! What a dork! ATC woke me up real fast and got me to hold my climb at 5000. Phew! I know now
that I should pay more attention to the engaged mode (and lay off the meds when Im ying online)! (RH from Barrie)

Maintain the 100 heading. When the
HDG SEL mode is engaged, do not
adjust the HDG or the aircraft will turn
immediately to the selected heading.
4. Press the HDG HOLD button. The
HOLD button will illuminate and HDG
HOLD displays in the FMA.
NOTE that HDG HOLD (caged) appears
for approximately 5 seconds.

TECHNICALLY SPEAKING The Heading Hold (HDG HOLD) mode is selected by pressing the HOLD button directly below the
heading selector (SEL) knob on the MCP. HDG HOLD is annunciated in green on the EADI when engaged. If selected in level
ight, the aircraft maintains the current heading. If selected during a turn, the aircraft rolls out to the current heading. This mode
is selected automatically if an autopilot is engaged with no other AFDS mode active.
5. Dial 070 in the heading select window.
NOTE the EHSI displays the heading
line denoting the selected 70 heading.
NOTE HDG HOLD in the FMA.
NOTE that because HDG HOLD is
engaged (FMA indication and AFDS
HOLD button illuminated), the aircraft
will hold 100 heading until HDG SEL
is engaged.
LDS003, turn left, 070 for traffic... Traffic at FL320?! This is whack! Roger, left turn, 070, LDS003
4 4
| HDG HOLD |
6. Press the HDG SEL knob. The HDG
HOLD light will extinguish, and the
aircraft will turn to 70.
7. NOTE the HDG SEL mode on the
EADIs FMA.
NOTE on the EHSI that the FMC
programmed route (solid magenta line)
is not affected by the mode change.
| HDG SEL | 070

LDS003, cleared direct YYT Finally, back on course! Direct YYT, LDS003 Finally, back on course! Finally, back on course!
4 4
TECHNICALLY SPEAKING If the aircraft is within 2.5 miles of the active route, pressing the LNAV button on the MCP will engage and track
the route. If the aircraft is not in a position to join the active route, the active waypoint must be modied on the LEGS page for LNAV to navigate
toward it, or use HDG SEL to intercept a course toward a waypoint or HDG SEL with LNAV armed to intercept the programmed FMC route.
DIRECT TO OPTIONS

LNAV IF...
,,,the aircraft is within 2.5 miles of the active route.
7. Press the LNAV button. The LNAV light will
illuminate and the aircraft will turn direct to
intercept the FMC route.
NOTE that LNAV displays in the FMA.
LEGS
TECHNICALLY SPEAKING The easiest way for LNAV to join a route is to y directly to a waypoint in the LEGS page. This is done by line
selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1). The FMC calculates a direct course to the waypoint and displays
the modication on the EHSI (white dashes). Pressing the EXEC function key and the LNAV button on the MCP causes the AFDS to y directly to
the waypoint.
The aircraft is not in a position to join the active route by pressing LNAV...
1. Open the FMC (SHIFT+7).
2. Press the LEGS function key. The ACT RTE 1 LEGS page displays.
3. Press the 1L LSK abeam YYT two times (X2). On the rst press of the 1L LSK,
the YYT waypoint transfers to the scratchpad. The second press of the 1L LSK,
transfers the scratchpad entry YYT to the 1L LSK updating the data. The EXEC light
will now illuminate asking you to conrm your selection.
4. NOTE the route modication on the EHSI (white-dotted line) and FMC (MOD RTE 1).
5. Press the EXEC function key. The EXEC light will extinguish. NOTE the LEGS title
page now ACT RTE 1 LEGS.
6. Press the LNAV button. The LNAV light will illuminate and the aircraft will turn direct
to the YYT waypoint. NOTE that the FMA displays LNAV.
4
1
X2
If the aircraft has departed the FMC programmed route, you need to get it back on course. ATC can give you vectors,
but they are more likely to give you the direct to... command. Lets look at some direct to options.
6
4
HDG SEL wit h LNAV ARMED

HDG SEL (LNAV ARMED) to intercept FMC programmed route.
HDG SEL is engaged and the aircraft is on a heading of 070 and more
than 5 nm off the FMC programmed route.
1. Press the LNAV button. The MCP LNAV button will illuminate.
2. NOTE that the FMA displays LNAV in white text below the HDG SEL in
green text. This denotes that the LNAV mode is armed and the HDG
SEL mode is engaged.
NOTE on the EHSI that the aircraft continues on the 070 heading.
3. The EICAS displays the FMC MESSAGE advisory (advisories are
yellow) and the warning annunciator on the main panel illuminates
the FMC button, denoting a message has been received in the CDU
(FMC) scratchpad.
4. Open the FMC (SHIFT+7) and note the scratchpad NOT ON
INTERCEPT HDG entry with the MSG light illuminated.
5. Press the FMCs BLANK data entry key to clear the scratchpad entry.
The FMCs MSG light will extinguish.
NOTE that the EICAS and annunciator advisories extinguish.
DONT STOP HERE, THERES MORE!

The nal steps in this rather lengthy process will come to an end on
the next page. Now that weve got LNAV armed, we need to get the
aircraft back toward the FMC programmed route using HDG SEL. When
the aircraft is within 2.5 nm of the solid magenta route line, LNAV will
engage and the aircraft will intercept the route.

Remember, if HDG HOLD is not engaged,

the aircraft will turn to the selected heading
when the HDG value is adjusted. It is good
practise to engage HDG HOLD before
changing the heading... lets get this aircraft
back on course!
6. Dial 115 into the MCPs HDG window.
7. NOTE that the aircraft turns to the selected
heading of 115. The FMA does not change.
Adjust the range on the EHSI control panel
to zoom the view of the route interception.
8. Rotate the RANGE knob on the EHSI
Control panel from 40 to 20 (nautical miles).
NOTE the EHSI view range.
Now, you wait... until the aircraft is within
the specied range to intercept the FMC
programmed route. Sing a song, or do a
dance. Count from 50 backwards. Or, you
could do what I do: watch the gauges, its
mesmerizing!
9. When the aircraft is within 2.5 nm of that
magical FMC programmed route that
stretches across the Atlantic ocean, the
FMA will change to the engaged LNAV
mode from HDG SEL & LNAV (armed). The
aircraft will maintain the current heading of
115 until the onboard computers calculate
an appropriate time to turn on course.
NOTE the EHSI and the white dotted-line
position trend vector as the aircraft begins
the turn on course.
LEFT & RIGHT t o UP & DOWN
Lets leave the lateral modes for now (well
come back to them in the approach section),
and play with some vertical (or pitch) modes.
PART TWO ~ VERTICAL (PITCH) MODES
TECHNICALLY SPEAKING The aircrafts pitch is controlled by the following modes: Flight Level Change (FLCH), Vertical
Navigation (VNAV), Vertical Speed (V/S), and ILS approach (G/S). In general, these modes cause the aircraft to climb or
descend until reaching a target altitude set in the altitude window on the MCP. A vertical mode remains active until one of the
following occurs: The altitude set in the MCP ALT window is reached (with the exception of some VNAV modes), another vertical
mode is selected, or the autopilot and F/D are turned off.
Climb, cruise and descent can be automatically handled through the use of VNAV in the FMC and the VNAV function of the
AFDS. Data entered into the PERF INIT pages is used by the FMC to calculate the vertical performance of the aircraft. The
climb and cruise prediction data found on the LEGS pages is derived from this information. When waypoint descent constraints
are programmed into the LEGS pages for an arrival or approach, the FMC calculates a descent path and generates descent
predictions on the LEGS page as well.
When VNAV is the active AFDS mode, the EADI annunciates either VNAV SPD or VNAV PTH. The VNAV SPD mode indicates
that aircraft airspeed is being maintained through aircraft pitch. This mode is engaged in a VNAV climb or a VNAV descent (in
speed intervention mode). The VNAV PTH mode indicates that the aircraft airspeed is being maintained using thrust. This mode
is engaged during all VNAV level offs and during a VNAV path descent.
Since were boogying along at 32000 feet, theres really no need to alter our altitude. But, lets look at two of the
vertical modes used to descend and climb: FLCH and V/S. For what its worth, FLCH is the preferred climb and
descent mode. V/S can be used, and it will be explained, but, it must be used carefully. Real-world 767 jockeys use
VNAV and FLCH exclusively. In fact, FLCH is preferred over VNAV, especially during the nal descent and landing
phase because of the reduced amount of button-pushing necessary to complete.
EADI Flight Mode Annunciations (FMA)
Autothrottle | Vertical | Lateral | Status
A/T
SPD
FL CH
THR HOLD
IDLE
GA
N1
VERTICAL
VNAV
G/S
FLARE
TO
SPD
ALT CAP
ALT HOLD
VNAV SPD
VNAV PTH
V/S
G/S
FLARE
GA
LATERAL
LNAV
LOC
APP
BCRS
ROLL OUT
TO
HDG HOLD
HDG SEL
LNAV
LOC
APP
BCRS
ROLL OUT
GA
STATUS
FD
CMD
= ARMED = ENGAGED
Vertical descent
increases when the
airspeed matches the
MCP speed. Vertical
descent decreases when
the airspeed is higher
than the MCP speed.
| VNAV PTH | FL320
LDS003, descend and maintain FL280, for trafc. Trafc, again? Descending to FL280, LDS003.
4 4
FL CH DESCENT
The AFDS should be set as depicted above,
on the FMC programmed route...
1. Dial 28000 in the MCPs ALT window.
TECHNICALLY SPEAKING The Flight Level Change mode (FL CH) is selected by pressing the FL CH button on the MCP.
FLCH is annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally, the current aircraft speed
is reset in the IAS/MACH window of the MCP. When selected, the AFDS and the autothrottle command pitch and power settings
to y the aircraft toward the altitude selected in the MCP ALT window at the selected speed. Changing the IAS/MACH speed on
the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. If a climb is required, the A/T
sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. If a
descent is required, the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down
to maintain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the
pilot to manually control thrust during the descent.
illuminate and the VNAV light will extinguish.

The aircraft begins its descent to FL280.
3. The EADIs FMA displays FL CH
(autothrottle mode) and SPD (vertical
mode). Essentially, the aircraft will descend
to FL280 using the MCP selected SPD,
& the FMA autothrottle modes of FL CH,
THR HOLD and SPD in succession until
the commanded MCP altitude has been
reached. Man, who designed this thing?
NOTE that the EHSI displays the Altitude
Range Arc, denoting the distance to the
commanded ight level of 280.
4. The FMA will display FL CH until the
aircrafts airspeed matches the MCP speed.
Then, the FMA displays THR HOLD (in a
cage), and nally THR HOLD.
5. The altimeter displays 30900. This is the
altitude that THR HOLD mode engaged.
The crossing altitude will vary, and is
dependent on the time it takes for the
airspeed to match the MCP speed.
6. Vertical speed adjusts during the descent to
match the MCP speed.
6
| FL CH | SPD |
| THR HLD | SPD | FL280
PLANE CONFUSING!
FL CH is an EADI (FMA) autothrottle mode &
FL CH is a MCP vertical mode. vertical vertical
SPD is an EADI (FMA) autothrottle &
vertical mode & MCP autothrottle mode. vertical vertical

| ALT CAP |
| ALT HLD | FL280
The aircraft continues the descent to 28000
with THR HOLD & SPD annunciated on the
FMA. The speed is set at 292 knots.
1000 feet before the MCP altitude, the
altitude aural alert will sound.
7. When the aircraft nears FL280...
MCP ALT HOLD button illuminates.
MCP SPD button illuminates.
FMA vertical mode changes to ALT CAP
from SPD.
FMA autothrottle mode changes to SPD
from THR HLD.
8. NOTE that the altimeter is approximately
300 feet above the commanded altitude
when the MCPs SPD and ALT HOLD
buttons illuminate.
9. When the aircraft arrives at FL280, the
FMAs vertical mode annuniciates ALT HLD,
denoting that the MCP commanded altitude
is holding at FL280.
7

7
9
{
Alright, were sitting pretty at FL280 now. If this was a real ight (and not a guide/check-ride) we wouldnt be
descending to FL280 (wasting precious fuel) just before the oceanic segment of the routing. Hey, computer fuel
is free! In the real world FL CH is used in concert with VNAV once the descent to the destination airport has
commenced. The reasons for using FL CH in the descent instead of VNAV can be (but are not limited to):
ATC requests a slower descent speed. Use FL CH and dial a lower MCP SPD value.
ATC amends the crossing altitude for a waypoint. Use FL CH, and dial the MCP SPD (- or +) until the EHSIs
altitude range arc intersects the applicable waypoints location.
If it appears that VNAV PTH may miss a crossing altitude during the descent (it happens in the real-world, too),
use FL CH!
FL CH is an excellent descent mode, and can be used during the climb as well. Especially when ATC commands an
intermediate level off below the cruise altitude! Okay, enough playing around, lets climb to FL320.
FL CH CLIMB
Real 767 pilots swear by FL CH
during the climb, so, lets see what
it can do...
1. Dial 32000 (MCP ALT window).
LDS003, cleared up to FL320. Were a yo-yo! Weeee! Climbing to FL320, LDS003. Were a yo-yo! Weeee! Were a yo-yo! Weeee!
4 4
AFDS buttons...
SPD, LNAV, ALT HOLD and CMD are lit.
FMA annunciates...
SPD | ALT HLD | LNAV | CMD
8
Thus endeth the FL CH lesson. We
will revisit FL CH mode when we
get to the approach section.
Remember, FL CH is the simplest
(and preferred) mode when
climbing or descending. One of the
benets of FL CH is that the aircraft will never y away from the selected MCP altitude. If the next altitude
is not set, FLCH does not engage! The same cannot be said of the V/S & VERT SPD. The V/S mode - if the
real-world guys are to be believed - can be dangerous, and should be monitored carefully. The aircraft can
(and will, in certain circumstances) descend the aircraft into the ground, or climb a heavier aircraft into a stall.
BEWARE THE V/S! If you must use it, follow the steps on the next page carefully...
| FL CH | FL320
2. Press the MCP FLCH button. The MCP
ALT HOLD and SPD buttons will extinguish
and the FLCH button will illuminate.
3. The FMA annunciations change from...
SPD | ALT HLD | LNAV | CMD
to
FL CH | SPD | LNAV | CMD
NOTE the EHSI altitude range arc.
3
{
During the climb, FL CH will use
up to maximum CLIMB power.

4. When the aircraft nears FL320...

MCP FL CH button extinguishes.
MCP ALT HOLD button illuminates.
MCP SPD button illuminates.
FMA vertical mode changes to ALT CAP
from SPD. This denotes that the MCP
ALT value has been captured.
FMA autothrottle mode changes to SPD
from FL CH.
5. When the aircraft arrives at FL320, the
FMAs vertical mode annuniciates ALT
HLD, denoting that the MCP commanded
altitude is holding at FL320.
6. Press the VNAV button on the MCP. The
MCP VNAV button will illuminate and the
SPD and HOLD buttons will extinguish.

| ALT CAP |
REAL WORLD POV You asked if there were any other traps...dont X$%! with VS...it has no overspeed protections and can
cause the aeroplane to climb or descend away from the MCP alt. We do use it for various things... like CDA approaches at
LHR... but it is a mode with more exposure to drama than FLCH, which will always drive you towards the alt in the MCP window,
or VNAV, which does the same thing but via the prole you have programmed in the FMC. (http://www.pprune.org/forums)
LDS003, descend and maintain FL300, for trafc. Trafc, again? Descending to FL300, LDS003.
4 4
V/S DESCENT
1. Dial 30000 into the MCP ALT window.
2. Press the MCP V/S button. The MCP V/S and SPD buttons illuminate. The
VERT SPD window displays 0000. FMA displays V/S vertical mode.
3. Dial -0800 into the MCPs VERT SPD
window. Make sure to place the mouse
cursor on the left side of the VERT SPD
window (as depicted) to mouse-click
negative values.
4. The aircraft will descend at -800 feet per
minute. Monitor the VSI (vertical speed
indicator) during this phase to conrm the
-800 fpm rate of descent.
5. Watch the airspeed indicator and EADI.
The A/T will attempt to hold the MCP SPD
value, but if the VERT SPD value is high
(ie -2000 or more), the aircrafts speed will
increase during the descent.
| V/ S | FL300
5
{
6. When the aircraft nears the commanded
MCP ALT, the ALT HOLD button will
illuminate. The V/S button will extinguish
and the VERT SPD window will blank.
7. The FMA annunciates ALT CAP and will
annunciate ALT HOLD when level at
FL300.
Okay, good job: lets take a look
at what happens when V/S goes
horribly wrong!

| V/ S | +1500 ?????
V/ S CAN BE CRUEL...
Lets try a little experiment and forget to
set the MCP altitude before engaging
V/S... what a great idea!
1. Leave 30000 in the ALT window. Dont
dial the higher altitude of 32000 into
the MCP ALT window.
2. Press the MCP V/S button. The V/S
button will illuminate.
3. Dial +1500 in the VERT SPD window.
4. The aircraft will pitch up and begin
an immediate climb at 1500 feet per
minute. Monitor the VSI (vertical speed
indicator) during this phase to conrm
the 1500 fpm climb rate.
NOTE that the EHSI does not display
the altitude range arc.... because the
higher altitude has not been set!
LDS003, climb and maintain FL320. Okay... back up again! Climb and maintain FL320, LDS003.
4 4
V/S GOTCHA #1: If you dont set the altitude, (lets imagine that you get distracted by a real-world issue, like the
kids, or she-who-must-be-obeyed...) the aircraft will continue to climb until it stalls!
V/S GOTCHA #2: If you dont set the altitude, the EHSI will not display the altitude range arc!
V/S GOTCHA #3: If you dont set the altitude, the altitude aural warning will not sound! NO WARNINGS!
V/S GOTCHA #4: Repeat this handy mantra: DONT USE THE $%&!# V/S unless you do so carefully!!!!
V/S GOTCHA #5: I never use exclamation marks, but for the V/S I break that rule!!!!
4
NOTE that the A/T will attempt to hold the MCP SPD value, but if the VERT SPD value is high (ie 2000 or more), the
aircrafts speed will descrease during the climb. Does it happen at 1500 fpm? If you let the aircraft y away, you
bet it will...
5. The altimeters dont lie. Let the aircraft continue the climb at 1500 fpm through FL320 altitude until it reaches
33500 feet. The aircraft will continue to climb until the pilot (read you) notices the error...
5
STOP THE V/ S NOW...
6. Press the MCPs ALT HOLD button
immediately. Do not delay! The
aircraft will stop climbing and will
come level at the altitude when the
ALT HOLD button was pressed.
The FMA annunciates ALT HOLD.
7. Dial 32000 into the MCPs ALT
window (from 30000).
8. Press the MCP FL CH button. The
FL CH button will illuminate, the
ALT HOLD button will extinguish,
and the aircraft will begin a descent
to FL320.
NOTE the altitude range arc is back
on the EHSI.
????

SIDEWAYS AIRCRAFT
I thought Id try a little experiment
and let the V/S y-away instead
of pressing the ALT HOLD
button to stop the climb... I know,
in the real-world this kind of
errant behaviour would put my
passengers (and job security) at
risk. Hey, this is a check-ride and I
was curious...
Heres a full panel shot of the
results of the experiment. No need
to tart up the screenshot with
arrows and eyes... rotate the page
to view the mess that V/S caused,
and see how V/S can make the
aircraft go sideways.
=
Once the aircraft is level at FL320 (and youve apologized to ATC), press the MCP VNAV button. The aircraft should
be back on the FMC programmed route. If its not, get it back on it... you know how to do that, right?
COFFEE BREAK ~ THE P KEY
Now. Lets take a short break.

Press the P key. Pause the simulator.
The P key is a great tool. Its what separates arm-chair pilots from real-
world pilots. Use the P key with impunity. Theres no shame associated with
pausing a ight. I bet you 50 bucks (Canadian, eh) that every real-world 767
jockey would love to have the P key when things go sideways!
Real-world pilots do have a P key during annual check-rides. But, the P key
is in the hands of the Check Airmen, not the stressed out pilots.
Simmers have the P key, and the situation le. We y when we want and
where we want. Professional pilots get one shot to get it right, and a daily diet
of dry sandwiches.
So, revel in the glory of being an arm-chair pilot. If youre not sure how a
particular system works, or what a specic button does, press that P key...
or, better yet, save a situation le by pressing the ; (semi-colon) key. Once
any le is saved, the ight will continue in its current conguration. If things
go sideways (heaven forbid), you have the option of resetting the saved le
using the CTRL+; key.
Talk about innite power.
Flight Simulator offers the arm-chair pilot the opportunity to y anywhere,
anytime and the worst thing that might happen is a computer crash. In our
world, the aircraft is perfect, doesnt cost thousands of dollars for fuel, or
require ABCD Checks*!
So, use the software boldly. Press some keys and make some mistakes.
And, if the situation is dire, and it looks like the aircraft is headed for the
ground, press the P key.
_
* ABCD CHECKS
A Check This is performed approximately every month. This check is usually done overnight at an airport gate. The actual occurrence of this
check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft cycle), or the number of hours own since
the last check. The occurrence can be delayed by the airline if certain predetermined conditions are met.
B Check This is performed approximately every 3 months. This check is also usually done overnight at an airport gate. A similar occurrence
schedule applies to the B check as to the A check.
C Check This is performed approximately every 12-18 months. This maintenance check puts the aircraft out of service and requires plenty
of space - usually at a hangar at a maintenance base. The schedule of occurrence has many factors and components as has been
described, and thus varies by aircraft category and type.
D Check This is the heaviest check for the airplane. This check occurs approximately every 5-6 years. This is the check that, more or less,
takes the entire airplane apart for inspection. This requires even more space and time than all other checks, and must be performed at
a maintenance base.
P key disclaimer
It should go without
saying, but... if you are
connected to one of the
online ight simulation
networks like VATSIM or
IVAO: DO NOT press the
P key unless you have
requested permission
from ATC to pause your
simulator. Pressing the P
key mid-ight may cause
signicant chaos for ATC
and aircraft in your vicinity.
If black boxes survive air crashes why dont they make the whole plane out of that stuff? If black boxes survive air crashes why dont they make the whole plane out of that stuff?
FUELISH CRUISE MATTERS
Sometime during the cruise phase of the ight, the center fuel pumps will need to be turned OFF. Dont wait for the
CTR FUEL PUMP (L & R) EICAS advisories to appear. Turn off the pumps when 300 kg remain in the center tanks.
The fuel panel is located in the middle of the overhead panel. Turn off the center fuel pumps.
1. Press the illuminated L & R C PUMPS buttons to turn off the left and right center fuel pumps (when there is
approximately 300 kg (700 lbs) remaining in the center tanks). The L & R C PUMPS buttons will extinguish.
2. If you have not been monitoring the fuel and you receive the CTR R FUEL PUMP and CTR L FUEL PUMP
EICAS advisories...
3. Press the illuminated L & R C PUMPS buttons to turn off the L & R C PUMPS immediately.
2
TECHNICALLY SPEAKING
The center fuel tank is contained in the
fuselage and is capable of holding 80,400
pounds (36,473 kg) of fuel. This tank contains
two electric fuel pumps labeled Left and Right
for delivery of fuel to the engines. The center
tank fuel pumps are powered from the Main
AC buses. The Left Main AC Bus powers the
Left pump. The Right Main AC Bus powers the
Right pump. Unlike the wing tanks, fuel cannot
be gravity fed from the center tank. This
makes access to center tank fuel absolutely
dependent on the two electric fuel pumps.
The fuel pumps in the center tank provide
approximately twice the output pressure of the
wing tank pumps. Any time the center tank fuel
pumps are ON, the engines are provided fuel
exclusively from the center tank since these
pumps overpower the pressure produced by
the wing tank pumps.
In normal operations, all fuel pumps on the
Fuel Panel are turned ON when fuel is carried
in the center tank. In this conguration, fuel
from the center tank is exhausted rst.
The center tank fuel pumps are inhibited from
operating anytime their respective engine
is shut down or N2 is below 50%. In this
condition, the PRESS light in each center tank
pump switch will illuminate even if the pump is
switched ON. The inhibit is removed when the
N2 for the respective engine is above 50%.
The FUEL CONFIG light on the Fuel Panel
illuminates any time the center tank fuel
quantity is above 1,200 pounds (545 kg) and
the center tank pumps are not selected ON.
When the center pumps are turned OFF, the
remaining fuel in the center tanks is drawn
through a venturi by the Left Wing tank pumps.
A suction force is created at the centre of the
venturi. A pipe is attached to the center of the
venturi and the other end of the pipe is located
in the bottom of the center tank. The fuel is
sucked from the center tanks into the main
ow of the venturi.
LOAD FLIGHT ~ DESCENT PREPARATION
From the FREE FLIGHT menu...
Press the Load... button.
The LOAD FLIGHT dialog will display.
From the LOAD FLIGHT dialog...
Choose KJFK-LFPG before TD
Click FLY NOW!
After FSX and the KJFK-LFPG at TD le loads, the 2D panel view of the 767 will display. The aircraft is level at
FL360, congured with VNAV, LNAV & C CMD engaged. The message Please wait while engines are starting...
will display in the upper left corner of the panel. Wait for the engines to stabilize. Once the systems stabilize, you
can begin the descent and approach section of the guide.
Alright, we need fast forward to the descent phase of ight.
With the simulator paused, press the ESC key.
The END FLIGHT dialog will display.
Choose End Flight.
The FREE FLIGHT menu will display.

PART THREE ~ THE DESCENT
Time to put everything weve learned into practise.
With A/T, VNAV, LNAV & C CMD engaged the FMCs vertical and lateral programmed data should be adhered to all
the way down to the nal approach x... piece of cake, right? But, if the winds arent favourable, or air-trafc is heavy,
or ATC throws in a vector, VNAV & LNAV modes may not be optimal. The crew just might have to do more button
pushing, rotating and dialling during the descent. Or, heaven forbid, manually y the aircraft!
During the following pages, we will use the diagram below to explore the VNAV, FL CH & V/S descent and autopilot
modes. As we get closer to the ground, lateral modes will be reintroduced. Since this is an autopilot guide, the
programming of the approach waypoints and the manipulation of the FMC will be presented, but we wont be
spending a lot of time on the mysteries of the FMC. Well deal with that in a later guide.
The magenta line represents the FMC programmed route. If the DPE waypoint is meant to be crossed at FL210 at
280 knots, then VNAV will make every effort to cross DPE at FL210, and at the designated speed. But, VNAV isnt
perfect. Sometimes a DRAG REQUIRED message will be offered from the FMC to notify the pilots that, without some
help from them, an altitude constraint will be missed. Reducing speed while descending is a challenge for all heavy
aircraft, especially if the aircraft has to slow more than 50 knots in a short distance. Try slowing your car down on a
sheet of ice! Of course, the seasoned pilot knows when to deploy the spoilers without the DRAG REQUIRED prompt
from the FMC. Hopefully, you will too after a few spins in the 767.
The green line below represents a possible FL CH scenario. FL CH is designed to use pitch to maintain the MCP SPD
value during the descent. Once the MCP speed matches the aircrafts airspeed, the aircraft will pitch down and the
descent rate will increase. Should the airspeed increase, FL CH mode will pitch the aircraft up to to match the MCP
SPD. Now, throw in a savvy pilot who stays ahead of the aircraft (and knows how to manipulate the AFDS) and the
aircraft can descend slowly and adhere to any speed/altitude constraint.
Press the P key again. Unpause the simulator. Time for a descent into gay Paree.
36000
FAF
MERUE
240/9000
PNE01
170/3000
APP
T/D
LOC
SOKMU
280/13000
DPE
280/FL210
1500 AGL 1500 AGL
FL CH VNAV PTH
09000
DRAG REQUIRED
In m
ost cases, V
N
A
V
handles the initial descent perfectly... use V
N
A
V
!
F
L
C
H
is
g
re
a
t a
fte
r th
e
rs
t a
ltitu
d
e
re
s
tric
tio
n
...
F
L
C
H
is
g
re
a
t a
fte
r th
e
rs
t a
ltitu
d
e
re
s
tric
tio
n
...
F
L
C
H
is
g
re
a
t a
fte
r th
e
rs
t a
ltitu
d
e
re
s
tric
tio
n
...
VNAV m
ay need som
e help here....
SPEEDBRAKES!
F
L
C
H
m
a
y
n
e
e
d
s
o
m
e
h
e
lp
, to
o
...S
P
E
E
D
B
R
A
K
E
S
!
13000
21000 21000
13000 13000
9000 9000
3000 3000
LAND 3
21000
03000
4000 TL 4000 TL
36000 36000
RWY 09L
Press the P key. Pause the simulator. Check this out...

LEGEND
FMC route
MCP selected ALT
MCP FL CH mode
FMA vertical mode
FMC LEGS PAGE WAYPOINT
SPEED in KNOTS / ALTITUDE

P
a
g
e
P
a
g
e


Flight Instruments and Radios ..........................Set

Open the pedestal...
1. Press the L ILS button on the Audio Control Panel. The L ILS button will
illuminate. NOTE that each ILS frequency has a morse code identier. It
can be viewed on the applicable ILS runway chart. When the ILS frequency
is in range and an ILS identication button has been selected, a morse
code aural will play.
ILS 09L ILS 27R
? A guy called CheckAirman says you should turn on the MKR audio in case
the ILS doesnt have DME. Id give this a number, but it would screw up the
numbering I already have.
2. Dial the appropriate frequency in the ILS FREQ window.
3. Dial the appropriate front course heading in the ILS F CRS window.
NOTE that the ILS FREQ & F CRS will automatically be set when the
runway is selected in the FMC if the FMC Tunes ILS realism option is
enabled from the Level-D Simulations Realism & carrier options menu.
Airspeed Bugs.....................................................Set
4. Set speed bugs for landing (use mouse click area for easy setting).
5. Press the FMCs INIT REF function key to display the APPROACH REF
page. Transfer the 2R LSK data to the 4R LSK position.
Approach brieng .....................................Complete
Review, discuss, evaluate, and conrm all aspects of the impending arrival.
That means planning the procedure for go-around and/or missed approach;
nal speed & aps/setting; other pertinent information that you and your
crew will need to make a safe landing.
Verify FMC arrival and approach.
Program arrival & approach xes. Already been done. See next page.
Autobrakes ............................................As required
6. Set autobrakes 2. The use of autobrakes is at pilot discretion. Set 1 through
MAX AUTO as appropriate.
Below 10,000 feet Landing Wing Lights ............ON
7. Once the aircraft descends through 10000 feet, turn on the landing
WING and NOSE GEAR lights. NOTE that the nose gear lights do
not illuminate unless the nose gear are down and locked.
Below 18,000 feet (or transition altitude).......................Set local altimeter
In the case of Charles de Gaulle International, the transition altitude/level
is 4000 feet. Set QNH at 4000 feet. We wont be covering the setting of the
altimeter. But, if youre interested, check out this site...
European Airspace Primer
http://www.vorstaedt.de/eurprimer.html
DESCENT CHECKLIST
5
6
?
DESCENT CHECKLIST ~ PROGRAMME ARRIVAL & APPROACH FIXES
The FMC has been programmed for the approach and runway 09L... heres the FMC LEGS page.
But, it may also be desirable for the ight crew to
manually input a speed constraint.
A speed of 170 knots has already been placed at the
PNE01 waypoint. This was accomplished by typing 170/
into the scratchpad and pressing the LSK abeam the
PNE01 waypoint. The change was activated by pressing
the EXEC button. The aircraft will now cross the PNE01
waypoint (just 11nm from runway 09L) at 170 knots at an
altitude of 3000 feet.
LDS003, cleared via the DPE4E.
Descend & maintain FL210.
Okay... now were talking!
Descending to FL210 at DPE, LDS003.
4
4
The DPE and PNE01 waypoints have speed and altitude
constraints (restrictions).
TECHNICALLY SPEAKING Waypoint crossing constraints
may be entered manually or automatically (by procedure).
Constraints are entered manually by typing the airspeed/
altitude constriction into the scratchpad followed by the right
side LSK abeam the desired waypoint. Constraints may be
lled in automatically when they are part of a selected SID,
STAR or approach procedure. To delete a constraint, press
the DEL data entry key followed by the right side LSK abeam
the constriction to be deleted. Small type data represents
FMC waypoint crossing predictions based on performance
data. Large type data are speed and/or altitude VNAV
crossing constraints for the waypoint.
Note the differences between the XIDIL and DPE
waypoints speed/altitude format. Speed and altitude
constraints denote that the aircraft must cross a given
waypoint at an exact speed and altitude. So, the aircraft
must cross DPE at 280 knots at FL210, no exceptions. In
this specic case, the speed and altitude restrictions are
dictated by the DPE4E STAR chart. The full DPE4E chart
is available on page 43.
| VNAV PTH |
FL210
Vertical Track Indicator (VTI)

Displays deviation from the
VNAV descent path. Calibrated
range is +/- 400 feet. Displayed
only during a VNAV descent
(after the T/D).
below VNAV PTH
at VNAV PTH
above VNAV PTH
The EHSI Altitude Range

Arc predicts the point where
the MCP selected altitude
will be reached.
)
1. Dial 21000 into the MCP ALT window before the aircraft reaches the
T/D (top of descent) point. The aircraft will descend to FL210.
T/D
2 & 3 Monitor the EHSI altitude

range arc and VTI during
the descent. The aircraft will
cross the DPE waypoint at
280 knots and FL210.
2
3
36000
13000
T/D
DPE 280/FL210
+
+
+
21000
20 DME T/D 20 DME T/D
RESET MCP ALT
FMC message
if AFDS ALT not set
SPD |
IDLE |
THR HLD |
NOT TO SCALE
21000 21000
36000 36000
VNAV IS THE PREFERRED
INITIAL DESCENT MODE
1
VNAV IS THE PREFERRED
INITIAL DESCENT MODE

| VNAV PTH |
13000 & 9000
When the aircraft comes level at FL210...
LDS003, descend & maintain 13000 to be level SOMKU.
Descend & maintain 13000 for SOMKU, LDS003.
6
SPOILERS
PAGE 28
DRAG REQUIRED
8
MERUE 240/9000
09000
13000
DPE
9000 9000
6
+
+
THR HLD |
| VNAV SPD |
5
8
+
+
7
SOKMU 280/13000
4. Dial 13000 into the MCP ALT
window. The aircraft will descend
to 13000 feet.
5 & 6 Monitor the EHSI altitude range
arc and VTI during the descent.
The aircraft will meet the
SOMKU waypoint at 13000.
At 13000 feet...
LDS003, maintain 9000.
9000, LDS003.
(Not depicted) Dial 09000 into the
MCP ALT window. The aircraft will
cross MERUE waypoint at 9000.
7 & 8 Monitor the EHSI altitude range
arc and VTI during the descent.
The aircraft will meet the
MERUE waypoint at 9000.
44
4
44
4
NEXT PAGE

8
| FL CH | SPD |
FL210
36000
+
21000
20 DME T/D
Engage FL CH mode.
If VNAV mode engaged
use FMC DES NOW> to begin descent early.
FL CH |
THR HLD |
NOT TO SCALE
21000 21000
36000 36000
FL CH DESCENT OPTION: In the real world, ATC might request a slower descent speed during the intital descent due to
increased air traf c. Rather than futzing about with the FMC and altering the descent speed on the VNAV DES page, FL CH
allows the ight crew to facilitate speed restrictions quickly from the MCP. If you want to try descending from FL360 with FL CH
(and a touch of V/S), reload the situation le by pressing the CTRL+; (semi-colon) keys. The simulator will be reset to just before
the T/D (top of descent) point. This is an optional procedure. You can always come back later and try the FL CH descent.
FL CH & V/S: ALTERNATE
INITIAL DESCENT MODES
LDS003, cleared to FL210, pilots discretion to be level FL210 DPE. Maximum 280 knots for traf c.
Leaving FL360 for FL210. Maximum 280 on the speed, LDS003.
4
4
1. Dial 21000 (MCP ALT window).
2. Press MCP FL CH button. VNAV
button will extinguish, FL CH
button will illuminate. The aircraft
will descend to FL210.
3. When the FL CH button is
pressed, the MCP airspeed will
probably read approxmately 269
knots, due to the altitude. As the
aircraft descends, do not adjust
speed beyond 280 knots.
4. The FMA will display FL CH and
SPD. EHSI altitude range arc
predicts FL210 at PETAX.
5. FMA displays THR HLD and SPD.
EHSI altitude range arc predicts
FL210 after PETAX.
5
PETAX
If you started the FL CH descent before the T/D point, the EHSI will
continue to display T/D until passed. To remove the T/D point...
6. Open the FMC. Press the VNAV function key. Press the NEXT PAGE
function key (not depicted). The ACT ECON DES 3/3 page displays.
7. Press the 6L LSK abeam DES NOW>. The page title changes to MOD
ECON DES, indicating modi cation in progress. EXEC key illuminates.
8. Press the EXEC key to activate the changes. NOTE that the page title
changes to ACT MCP SPD DES and the FPA ( ight path angle) V/B
(vertical bearing) and V/S (vertical speed) calculations are displayed.
DES NOW> can also be used to commence an early
descent when VNAV engaged...
NOTE the altitude range arc predicts
FL210 before the altitude restriction at
DPE. On the next page we will switch to
V/S mode to adjust the descent rate to
cross DPE at FL210.
NOTE the altitude range arc predicts FL210 before the altitude restriction at DPE. On the
next page we will switch to V/S mode to adjust the descent rate to cross DPE at FL210.
+
4
5
| V/S |
DPE 280/FL210
+

Switch to V/S mode for the duration of the descent to DPE.
1. Press the MCP V/S button. The FL CH button will extinguish, the V/S
and SPD buttons will illuminate.
2. Dial -1100 in the MCP VERT SPD window. Make subtle adjustments of
the VERT SPD (+/- 300 fpm) slowly, and wait for the EHSI altitude range
arc to meet the DPE waypoint. In this shallow descent, the aircraft will
maintain the 280 knot speed.
3. Once the aircraft nears FL 210, the MCP ALT HOLD button will
illuminate, the V/S button will extinguish, the VERT SPD window will
blank, and the EADI will display ALT CAP, then ALT HLD.
LDS003, cleared to 13000. Maintain 280 knots.
Cleared to 13000. 280 on the speed, LDS003.
4. Dial 13000 in the MCP ALT window.
5. Press the FL CH button. The FL CH button will illuminate, the ALT HLD
and SPD buttons will extinguish. The aircraft will descend at 280 knots to
13000 feet at SOMKU. Adjust the MCP SPD value if 280 not set.
When the aircraft reaches the SOMKU waypoint...
LDS003, cleared to 9000. 240 knots at MERUE.
Cleared to 9000. MERUE at 240 knots, LDS003.
6. Time to put the AFDS modes discussed in this section into practise...
For the remainder of the descent use the FL CH and/or V/S modes to
cross the MERUE waypoint at 240 knots and 9000.
09000
13000
DPE
9000 9000
+
ALT HLD |
| V/S |
+
SOKMU 280/13000
| SPD | V/ S |
FL210
| FL CH or V/ S |
09000
2
4
4
3
4
4

6
6
2
PRACTISE TIME
SPOILERS
NEXT PAGE
MERUE 240/9000
Remember the P key.

Deploying the spoilers during the descent does not make you less
of a pilot than the guy who refuses to use the spoilers during the
descent. Just smarter. Spoilers/speedbrakes are designed to slow
the aircraft during the descent. They are meant to be used. If they
werent meant to be used, they wouldnt be there. Slapem up and
slapem down at will and with impunity! Aircraft not slowing down?
Raise the spoilers.
That said, the experienced pilot knows the exact time to slapem
up... for this ight, a smart pilot might deploy the spoilers just
before the aircraft gets to the KOROM waypoint when the FMC
calculates a speed of 240 knots.
Stay ahead of the aircraft and be prepared to extend the spoilers.
1. Should the EICAS display the advisory FMC MESSAGE
anytime during the descent...
2. Open the FMC to view the message. If DRAG REQUIRED is
displayed in the scratchpad...
3. Open the pedestal. The lever should be in the DOWN position.
4. Extend the spoilers to the UP position (/ key).
Clear the FMC scratchpad entry DRAG REQUIRED after the
spoilers are UP.
REMEMBER Once the airspeed matches the FMCs speed
value, retract the spoilers to the DOWN position.
5. When the aircraft is stabilized on nal approach set the spoilers
to ARM (SHIFT+/).
HOW TO ~ SPOILERS / SPEEDBRAKES
1
2
5

4
4
The Spoiler Control Lever controls the movement of the spoiler on both wings. NOTE that there are no cockpit
warnings to indicate spoiler position (except if they are not in the correct position during landing). Dont forget to
retract them when youve slowed down!
3. DOWN All spoiler panels are at on the wing.
4. UP Spoiler panels are fully raised. Spoilers are raised relative to the handle position when moved
between the ARMED and UP indexes. To raise the spoilers, press the / key.
5. ARMED When armed, the spoiler system will automatically deploy the spoilers upon landing. To arm the
spoilers - during the Landing checklist (nal approach) - press the SHIFT+/ key combination.
TECHNICALLY SPEAKING The spoilers are a group of at panels on the top of the main wing that reduce the lift on the wing when raised. They
are primarily used when a steeper than normal descent is required and upon touchdown during landing. Each spoiler panel is powered from one
of the three hydraulic systems such that partial spoiler deployment is possible on both wings with multiple hydraulic failures.
Everyone knows that there is more than one way to peel a banana. And it follows that there is more than one way to
get a 767 safely down on the ground at Charles-de-Gaulle International airport. One look at the voluminous number of
approach charts conrms that.
The diagram depicts the three approach options, and a nal approach for 09L.
FMC programmed route 09L: LNAV & VNAV
Vectors 09L: FL CH & HDG SEL
Vectors & G/S INOP 27R: VNAV, V/S & HDG SEL
Autoland 09L: 3 CMD
I dont know how accurate these alternative routes are
to the real world procedures for LFPG. They are offered
to demonstrate AFDS modes. If you are interested in
the real-world procedures...
Real-world charts
LFPG charts
http://ivao.klaeuserich.net/charts/LFPG.pdf
QNH, QFE, TL & TA...
We wont be covering the setting of the altimeter. But, if
youre interested, check out this site...
European Airspace Primer
http://www.vorstaedt.de/eurprimer.html
PRACTISE THE APPROACHES
A situation le entitled LFPG Approach
Options is included with this guide to reset
the aircraft just before the MERUE waypoint.
Follow these steps to load the situation le... Follow these steps to load the situation le...
Press the ESC key.
The END FLIGHT dialog will display.
Choose End Flight.
The FREE FLIGHT menu will display.
Press the Load... button.
The LOAD FLIGHT dialog will display.
Choose LFPG Approach Options
Click FLY NOW!
After FSX and the LFPG Approach Options le loads,
the 2D panel view of the 767 will display. The aircraft is
coming level at 9000 feet, congured with VNAV, LNAV
& C CMD engaged. The message Please wait while
engines are starting... will display in the upper left
corner of the panel. Wait for the engines to stabilize.
Once the systems stabilize, you can practise the three
approach options.
PART FOUR ~ THE APPROACH

AUTOLAND
RUNWAY 09L
PNE01
3000
+
090
D11.0 PNW
4000
27R
ILS DME 27R
266 110.35 PNW
ILS DME 09L
086 109.35 PNE
160
MERUE
9000
| VNAV PTH | LNAV |
FMC ROUTE
RUNWAY 09L
VECTORS
RUNWAY 09L
FL CH | | HDG SEL |
VECTORS & G/S INOP

RUNWAY 27R
| VNAV PTH | HDG SEL |
110

RUNWAY 09L
When the aircraft reaches MERUE level at
9000 feet, let the aircraft and the autopilot
show you what its made of... no ATC required!
1. Dial 3000 in the MCP ALT window. The aircraft
will descend to 3000. Dont forget to Place
Snoopy on his doghouse. Its good
practice to set the MCP HDG to match
the FMC route heading as depicted on
the EHSI.
2. Monitor the EADI and the EHSI during the
descent to 3000 feet. Conrm that the altitude
range arc matches the 3000 constraint at
PNE01, and that the VTI remains centred on
the vertical path. Runway 09L chart (page 44).
3. As the aircraft nears the extended runway
line at PNE01, watch the EHSI, EADI and
airspeed indicator. NOTE the EADI F
symbol. Incrementally extend aps when
the F symbol appears abeam the airspeed
pointer. Depicted, aps 1 has been set.
4. Once the airspeed indicator orange speed
bug moves from 240 to 170, slap up the
speedbrakes to slow to 170 knots. The
descent rate will decrease and the EHSIs
altitude range arc will move further away from
the aircraft symbol. Dont forget to retract/arm
the speedbrakes once the speed is 170!
PNE01
3000
ILS DME 09L
086 109.35 PNE
MERUE
9000
1

2
4
4
2
Ever heard the sound of spoilers being
deployed at 14,000 feet when you are
directly below on the ground in the
mountains? I have... nature-lovers might
contend that they are spoiling the sounds
of nature.
__

44
When the aircraft nears the PNE01 waypoint...

1. Press the LOC button. The LOC button will illuminate, the FMA will
annunciate LOC armed.
2. Follow the EADIs F symbol and extend the aps as required.
No ATC, youre cleared to land...
3. When the aircraft intercepts the localizer, the aircraft will turn to the
runway heading of 086 and the FMA will annunciate LOC. NOTE that
when LOC is engaged, the MCP HDG window will display 086 and the
EHSIs heading line aligns with the front course heading of 086.
4. Press the APP button. The LOC button will extinguish, the APP button
will illuminate, and the FMA will annunciate G/S armed. NOTE that
all 3 CMD buttons will illuminate because the AFDS automatic multi-
channel option is enabled. ALSO NOTE that the FMA will display ALT
HLD when the MCP altitude of 3000 is met and the MCP SPD button
will illuminate.
5. When the G/S is intercepted, the EHSIs glideslope deviation scale will
centre, the FMA will annunciate that the G/S is engaged and the aircraft
will descend with the glideslope.
6. NOTE that before the aircraft intercepts the localizer the localizer
deviation scale is comprised of 4 dots.
7. NOTE that when the aircraft is established on the localizer the localizer
deviation scale displays 2 dots with the rising runway.
Time for the nal approach...
Pitch Limit Indicator
The Pitch Limit Indicator (PLI) eyebrows
display when the aps are extended.
The distance from the airplane symbol to the PLI
is calculated from the difference between the AOA
of the airplane and the AOA at which stall warning
will occur. This provides the ight crew with good
situational awareness, enabling them to monitor
airplane attitude in pitch and roll relative to the
horizon, while simultaneously showing whether
the airplane is approaching its maximum AOA.
In general, when the airplane symbol and the
amber PLI bars meet, the stall warning system
will activate.
http://www.boeing.com/commercial/
aeromagazine/aero_12/aoa.pdf
?
5
3
44
4
??
44

VECTORS
RUNWAY 09L
44
44
6
6
5
PNE01
3000
ILS DME 09L
086 109.35 PNE
160
MERUE
9000
110
3
5
When the aircraft reaches MERUE level at 9000 feet, let the aircraft make
the turn direct to PNE01. LNAV, VNAV, C CMD engaged.
LDS003, vectors runway 09L. Right turn 160, maintain 4000.
Vectors 09L, right turn 160. Maintain 4000, LDS003.
1. Dial 4000 in the MCP ALT window. The aircraft will descend to 4000.
2. Dial 160 in the HDG window.
3. Press HDG SEL button. MCP LNAV light will extinguish, FMA will
annunciate HDG SEL, and the aircraft will turn to a heading of 160.
4. When the aircraft is heading 160, press the MCP HDG HOLD button.
The HOLD button will illuminate, and the FMA will annunciate HDG HLD.
Monitor the EADI and the EHSI during the descent to 4000 feet. Expect
ATC to command a left-turn to intercept the localizer for 09L. Have the
runway chart ready (page 44).
5. As the aircraft nears the extended runway line, watch the
EHSI, EADI and airspeed indicator. NOTE the EADI F
symbol. Incrementally extend aps when the F symbol
appears abeam the airspeed pointer. Depicted, aps 1
should be set when the airspeed is 218 knots.
6. Once the airspeed indicators orange speed bug moves
from 240 to 170, slap up the speedbrakes to slow to 170 knots. The
descent rate will decrease and the EHSIs altitude range arc will move
further away from the aircraft symbol. Dont forget to retract/arm the
speedbrakes once the speed is 170!
4
4

LDS003, right turn 110, intercept the localizer, maintain 3000.
Right turn 110. Cleared the localizer, maintain 3000, LDS003.
2. Press the HDG SEL button. The HOLD button will extinguish, the FMA
will annunciate HDG SEL. The aircraft will turn to a heading of 110.
3. Dial 3000 in the MCP ALT window.
4. Press the LOC button. The LOC button will illuminate, the FMA will
annunciate LOC armed.
5. Follow the EADIs F symbol and extend the aps as required.
6. When the aircraft intercepts the localizer, the aircraft will turn to the
runway heading of 086 and the FMA will annunciate LOC. NOTE that
when LOC is engaged, the MCP HDG window will display 086 and the
EHSIs heading line aligns with the front course heading of 086.
Established on the localizer, LDS003.
LDS003, descend with the G/S, cleared to land, runway 09L.
Cleared to land 09L, LDS003.
7. Press the APP button. The LOC button will extinguish, the APP button
will illuminate, and the FMA will annunciate G/S armed. NOTE that all 3
CMD buttons will illuminate because the AFDS automatic multi-channel
option is enabled.
8. NOTE that before the aircraft intercepts the localizer the localizer
deviation scale is comprised of 4 dots.
9. NOTE that when the aircraft is established on the localizer the localizer
deviation scale displays 2 dots with the rising runway.
Time for the nal approach...
4
4
5
4
4
4
44
6
??
Pitch Limit Indicator
The Pitch Limit Indicator (PLI)
eyebrows display when the aps are
extended.
The distance from the airplane symbol to the
PLI is calculated from the difference between
the AOA of the airplane and the AOA at which
stall warning will occur. This provides the
ight crew with good situational awareness,
enabling them to monitor airplane attitude
in pitch and roll relative to the horizon, while
simultaneously showing whether the airplane
is approaching its maximum AOA. In general,
when the airplane symbol and the amber
PLI bars meet, the stall warning system will
activate.
http://www.boeing.com/commercial/
aeromagazine/aero_12/aoa.pdf
?

VECTORS
RUNWAY 27R
22
8
When the aircraft reaches MERUE level at 9000 feet...
LDS003, vectors runway 27R. Left turn 090. Maintain 6000.
Vectors 27R, left turn 090. Maintain 6000, LDS003.
2. Press the HDG SEL button. The LNAV button will extinguish.
3. Dial 6000 in the ALT window. The aircraft will descend to 6000 feet.
4. When the aircraft is on the 090 heading, press the HDG HOLD button. The
HDG HOLD button will illuminate.
NOTE that when the arrival runway changes, it is necessary to change the
arrival data in the the FMC. You dont have a lot of time to reprogramme,
so quickly open the FMC and select the new runway (27R)... not to
mention studying the 27R chart!
5. Press the FMC DEP ARR key to view the LFPG ARRIVALS 1/4 page.
NOTE that ILSDME09L and DPE4E.4W are active <ACT>.
6. Press the FMC NEXT PAGE key to view the LFPG ARRIVALS 2/4 page.
7. Press the 3R LSK abeam ILSDME27R.
8. Press the EXEC to execute and activate the changes.
NOTE that the ILSDME27R & DPE4E.4W STAR are now active.
+
090
D11.0 PNW
4000
27R
ILS DME 27R
266 110.35 PNW
MERUE
9000
8
4
4
1. Press the FMC LEGS function key. The ACT RTE 1

LEGS 1/2 page displays.
Change the speed for the PNW01 waypoint...
2. Type 180/ into the scratchpad.
3. Press the 1R LSK abeam the PNW01 waypoint to
transfer the 180/ scratchpad entry. NOTE that the
240/4000 speed/altitude entry is replaced by 180/4000.
4. Press the 1L LSK abeam the PNW01 waypoint to place
PNW01 waypoint to the scratchpad. NOTE that PNW01
transfers to the scratchpad.
5. Press the 1L LSK (again) abeam the PNW01 waypoint.
The scratchpad entry transfers to the 1L LSK position
and the EXEC light illuminates. NOTE that page title
changes to MOD RTE 1 LEGS 1/2 and the EHSI active
route displays a white dotted line over the magneta route
line. This denotes that a modication is in progress.
6. Press the EXEC button. NOTE that the page title reverts
back to ACT RTE 1 LEGS 1/2 and the EHSI displays a
continuous magneta active route.
The aircraft should be level at 6000 feet (or thereabouts).
REALITY CHECK.. Heres the problem: I have no way of
knowing when the aircraft you are ying is abeam the
PNW01 waypoint. Our imaginary ATC is unable to call the
base leg turn for runway 27R. Therefore, you will have to
plan ahead for expected ATC call for a right turn to 180...
Study the runway 27R chart (page 45)...
REMEMBER Review, discuss, evaluate, and
conrm all aspects of the impending arrival.
That means planning the procedure for go-
around and/or missed approach; nal speed
& aps/setting; other pertinent information
that you and your crew will need to make a
safe landing.

44
5

By failing to prepare...
you are preparing to fail.
Ben Franklin
5
truly invisible click spot
1. Dial 180 in the HDG window in anticiation of the base leg turn.
Open the FMC. Conrm and set the bugs.
2. Press the INIT REF function key. The APPROACH REF page displays.
3. Press the 2R LSK abeam the FLAPS 25 (140KT) position. The entry
will transfer to the scratchpad.
4. Press the 4R LSK to transfer the entry to the FLAP/SPEED column.
5. Press the airspeed indicator invisible click spot to set the speed bugs.
6. Now, wait and watch: when the PNW01 waypoint is almost abeam the
aircrafts position...
LDS003, right turn 180, descend and maintain 4000 feet.
Right turn 180, down to 4. LDS003.
7. Dial 4000 in the ALT window.
8. Press the VNAV button. The VNAV button will illuminate,
the SPD and ALT HOLD buttons will extinguish, and the
FMA will annunciate VNAV SPD or VNAV PTH.
9. Press the HDG SEL button. The HDG HOLD button will
extinguish, the FMA will annunciate HDG SEL and the
aircraft will turn on the base leg for runway 27R.
LDS003, glideslope inoperative. Repeat, disregard
glideslope indications for 27R.
Roger that, G/S inoperative. LDS003.
Whats life without a challenge, right? Heres
a good one for you...
Get ready for an Instrument Approach using V/S!
Heres the plan: create a FIX point that represents the MDA on the EHSI;
set MCP ALT to 400 feet (which is just 8 feet above the runway altitude);
adjust VERT SPD to align the altitude range arc with runway symbol. At
about 850 feet (the MDA +50 feet) well disengage the AP and hand y her
home. Might be a good idea to save a situation le... just in case!
4
4
4
4

1. Press the FMC LEGS function key.
2. Press the 1L LSK abeam the PNW01 waypoint and then press the
1L LSK abeam the PNW01 again to transfer the entry back to the
1L LSK and update the EHSI. The EXEC button illuminates.
3. Press the EXEC button. The FMC route is updated to the aircrafts
present position.
LDS003, cleared 27R approach. Report established on the localiser.
Cleared 27R approach, will call established. LDS003.
4. Press the MCP LOC button. The LOC button illuminates and the FMA
annuciates LOC armed.
5. Follow the F symbol and extend the aps on schedule.
6. Press the FMCs FIX function key. The FIX INFO page will display.
Were going to place a x on the approach path that will display the MDA
(Minimum Descent Altitude) point.
7. Type PNW in the scratchpad.
8. Press the 1L LSK to place PNW in the FIX column.
7. (yes, 7 again!) Type 086/02 in the scratchpad.
9. Press the 2L LSK to place 086/02 in the BRG/DIST column.
10. The green dotted line represents the x bearing of 086,
and corresponds with the runway center line. The dotted
line encircling the PNW waypoint represents the 2 nautical
mile range from PNW. The point where the edge of the
circle intersects the runway center line denotes the MDA
point. If the runway is not visible at the MDA, a missed
approach / go-around must be performed. NOTE Do not intercept the
localizer from 90 to the runway center line. To assist the capture of the
localizer... when the aircraft is about 1nm from the PNW03 waypoint,
dial 215 in the MCP HDG window. If the HDG SEL mode is active, the
aircraft will make an immediate turn to the 215 heading. When the aircraft
intercepts the localizer, LOC mode is engaged, and were on the nal
approach to 27R.
10 10

44
Disregard
G/S
indications
55
X 2
Type PNW, then press 1L LSK

Type 086/02, then press 2L LSK
PNW & 086/02
X 2
4
4
PNW
2
086
10 10
MDA
SHOULD BE SET...
AUTOBRAKES 2
SPOILERS ARMED
LANDING LIGHTS

44
Disregard
G/S
indications
2
Align FIX arc
with runway
symbol
8
Align FIX arc
with runway
symbol
2
PNW02
6
MDA MDA
RWY ALT
!!
When the aircraft is established on the localizer...

Established on the localizer, LDS003.
LDS003, cleared to land runway 27R. Call clear of runway.
1. Dial 155 in the SPD window. Follow the F symbol! Try to set aps 25
(155 knots) before the PNW02 waypoint.
2. When the aircraft is 0.3nm from the PNW02 waypoint, its time to start the V/S
descent for runway 27R... remember, disregard the glideslope!
4
4
4. Press the V/S button. The V/S button will illuminate, the
HOLD button will extinguish, and the FMA will annuciate
LOC engaged.
5. Dial -1000 in the VERT SPD window. Adjust the EHSI
control range to view the altitude range arc and the runway
symbol. With minor adjustments (+/- 300) of the VERT
SPD, align the EHSI altitude range arc with the leading
edge of the runway symbol.
6. Gear down.
7. THREE GREEN! Conrm that the gear lights (above the
gear handle) annunciate NOSE, LEFT & RIGHT.
8. Continue inbound. Monitor the EHSI altitude range arc,
adjusting the VERT SPD as needed to align the arc with
the start of the runway symbol.
Decrease the descent rate with VERT SPD if the range
arc is positioned before the the runway symbol.
Increase the descent rate with VERT SPD if the range arc
moves beyond the runway symbol.
!! This is a perfectly aligned altitude range arc.
Sick of the GLIDESLOPE warning?
Press the G/S button to INHIBIT the aural.

Above path
On path
Below path
The PAPI can be seen as four white or red lights next to
the runway on the left-hand side.
Precision Approach Path Indicator (PAPI)
Lights are White, youre as high as a kite.
Lights are Red, and youre dead!
Runway 27R
1. Continue inbound adjusting the VERT SPD as required...

Decrease the descent rate with VERT SPD if the range arc is positioned
before the the runway symbol.
Increase the descent rate with VERT SPD if the range arc moves beyond
the runway symbol.
2. Monitor the PAPI beside the runway: 2 white and 2 red is perfect; 3 white,
youre high; 3 red, youre low. Now, if youve got cloud cover and cant see
the runway... get ready for a go around!
Heads up! The aircraft is nearing the
MDA point. Heres whats should happen:
when the aircraft crosses the manually
added MDA x arc, switch your focus to
the altimeter. When the aircraft descends
below 800 feet, disengage the AP, turn
OFF the A/T and FD, & reset the MCP
ALT to 3000 feet (missed approach
altitude). And dont forget to manually
adjust the throttles
to maintain the
airspeed.Not too
much to think
about, eh?
3
400
5
When the aircraft descends below 800...
3. Pull the autopilot DISENGAGE bar. The
autopilot disconnect aural will sound.
4. Turn the F/D OFF.
5. Turn the A/T OFF. NOTE that the MCP lights are extinguished and the FMA
is blank. The EICAS displays the caution AUTOPILOT DISC & advisory
AUTOTHROT DISC messages.
Fly t he air cr aft home!
THROTTLES: Judicious and gentle adjustments. Try to aim for 55 to 60% N1
on the EICAS.
AIRSPEED: Above 140 knots!
PAPI: 2 white, 2 red.
VSI: Aim for 400 to 600 fpm...
LANDING: Flare the aircraft at approximately 30 feet above the runway.
Increase pitch attitude approximately 2. Smoothly reduce throttles to idle.
Maintain pitch attitude until touchdown.
DONT FLOAT! Place the aircraft on the ground.
REVERSE THRUST until 80 or 90 knots.
ATC: Call clear of the runway!
3

Localizer Deviation Scale
Displays anytime ILS frequency is
dialed in ILS receiver. When LOC is
engaged, the rising runway symbol
appears and begins to rise at 200 feet
AGL and continues to rise until meeting
the airplane symbol at touchdown.
Right of LOC | LOC | Left of LOC

AUTOLAND
RUNWAY 09L
You know, if youre performing an autoland, theres
really not a lot of button pushing to do. But, theres
a heckuva lot of monitoring, observing, and cross-
checking. So, stay awake!
1. The EADI is the primary navigation instrument during
nal approach. Monitor the Glideslope and Localizer
Deviation Scale. Watch the speed. Were aiming for
a aps 25 landing. Follow the EADIs F symbol and
extend the aps as required. NOTE that when the
aircraft is established on the localizer
the localizer deviation scale displays
2 dots with the rising runway.
2. Dial 155 in the SPD window.
Approaching 2000 feet...
3. Gear down. THREE GREEN! Conrm that the gear
lights (above the gear handle) annunciate NOSE,
LEFT & RIGHT.
Pilot preference: EHSI ILS Display...
4. Rotate the EHSI control knob
from MAP to ILS. The EHSI
map view is replaced by the
expanded EHSI ILS display
summary.
5. At 1500 RA (Radio Altitude=distance from the ground)
the Autoland Status Annunciator (ASA) will illuminate.
LAND 3 displays when three
autopilots are engaged
for an autoland. Displays
after all three autopilots are
engaged passing 1500 feet
radio height. Indicates that all operating systems have
tested OK for an automatic landing.
G/S path above

G/S path
G/S path below
Glideslope
Deviation Scale
Displays anytime ILS
frequency is dialed in
ILS receiver.
44
4
Distance to ILS
Localizer
Deviation
Glideslope
Deviation
5

Above path
On path
Below path
The PAPI can be seen as four white or red lights next to
the runway on the left-hand side.
Precision Approach Path Indicator (PAPI) Precision Approach Path Indicator (PAPI)
Lights are White, youre as high as a kite.
Lights are Red, and youre dead!
6
6. Look out the window. Hows the view? Monitor the PAPI beside the
runway: 2 white and 2 red is perfect; 3 white, youre high; 3 red,
youre low. Now, if youve got cloud cover and cant see the PAPI
or the runway... you may have to go around! Dont worry, we wont
be going around - well leave that for a future guide. But, dont let
this simplied guide mislead you, there are restrictions to land if the
runway is not visible by a predetermined point.
Aft er Landing Aft er Landing
Reduce reverse thrust at 80 knots.
Thrust should be at idle by 60 knots.
Exterior Lights .......................... As required
Landing lights OFF. Nosegear can stay ON.
White anti-collision lights OFF. Runway turn-
off lights ON.
Flight Director Switches ........................ OFF
Autobrakes .............................................. OFF
Speed brakes ...................................... DOWN
Stab Trim ............................................. 4 units
Flaps ...........................................................UP
Transponder ............................................ Transponder Transponder OFF
APU ............................................. As required
Start APU prior to arrival if external power is
not available.
Decision Alt it ude/ Height
Once established on an approach, the (auto)pilot
will follow the ILS and descend along the
glideslope, until the Decision Altitude is reached
(for a typical Category I ILS, this altitude is 200 feet
above the runway). At this point, the pilot must have
the runway or its approach lights in sight to continue
the approach. If neither can be seen, the approach
must be aborted and a Missed Approach procedure
will be initiated, where the aircraft will climb back
to a predetermined altitude. From there the pilot
will either try the same approach again or divert to
another airport.
http://en.wikipedia.org/wiki/Instrument_Landing_System
44
5
1. Adjust the nal approach speed
to 155... during the creation of
this guide, I forgot to do that!
NOTE wrong speed here too!
2. At 1500 feet RA, the ASA will
annunciate LAND 3 and the
FMA will display that FLARE
and ROLLOUT are armed.
3. At 30 RA the FMA will
annunciate that IDLE and
FLARE are engaged.
4. When the main gear
touchdown, the FMA displays
ROLLOUT engaged.
5. Follow the After Landing
Checklist when the main gear
touches down.
6. DISENGAGE the A/P before
exiting the runway!
Clear of runway 09L, LDS003
LDS003, welcome to
Paris. Contact Ground 121.6.
Bonjour.
Okay, its time to shut this beast
down and get to the hotel for
some real Parisien cuisine!
Thanks for reading and
playing along... Im still cognitating
on what the next guide will be. Im
thinking a Take-off and Landing
Guide would be prudent.
4
4
HOW TO READ APPROACH PLATES
http://www.geocities.com/CapeCanaveral/6912/appmain.html
HOW TO READ APPROACH PLATES
http://www.geocities.com/CapeCanaveral/6912/appmain.html
LDS OPS 3 Autopilot Guide Version 1.0. April, 2008.
Copyright 2008 Level-D Simulations & Daryl Shuttleworth.
All rights reserved. This document is for the use of registered owners of Level-D Simulations products.
Duplication and/or distribution of this publication is prohibited.
Flying a plane is no different from riding a bicycle. Its just a lot harder to put baseball cards in the spokes.

LDSOPS3

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Level-D Simulations Autopilot Guide 1

Level-D Simulations Autopilot Guide 1

LDS OPS 3 Autopilot Guide Version 1.0. April, 2008.

Level-D Simulations Autopilot Guide 4

Level-D Simulations Autopilot Guide 5

Level-D Simulations Autopilot Guide 8

| HDG SEL | 070

HDG SEL wit h LNAV ARMED

DONT STOP HERE, THERES MORE!

Level-D Simulations Autopilot Guide 11

Remember, if HDG HOLD is not engaged,

illuminate and the VNAV light will extinguish.

Level-D Simulations Autopilot Guide 14

4. When the aircraft nears FL320...

Level-D Simulations Autopilot Guide 16

Level-D Simulations Autopilot Guide 17

Level-D Simulations Autopilot Guide 18

Now. Lets take a short break.

Level-D Simulations Autopilot Guide 22

Press the P key. Pause the simulator. Check this out...

Level-D Simulations Autopilot Guide 23

Flight Instruments and Radios ..........................Set

Vertical Track Indicator (VTI)

The EHSI Altitude Range

2 & 3 Monitor the EHSI altitude

Level-D Simulations Autopilot Guide 26

Level-D Simulations Autopilot Guide 28

Remember the P key.

VECTORS & G/S INOP

Level-D Simulations Autopilot Guide 31

When the aircraft nears the PNE01 waypoint...

Level-D Simulations Autopilot Guide 33

Level-D Simulations Autopilot Guide 34

Level-D Simulations Autopilot Guide 35

1. Press the FMC LEGS function key. The ACT RTE 1

Type PNW, then press 1L LSK

PNW & 086/02

Level-D Simulations Autopilot Guide 39

When the aircraft is established on the localizer...

1. Continue inbound adjusting the VERT SPD as required...

G/S path above

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